High-Speed Airplane Deicing Installation Systems and Methods

ABSTRACT

The present disclosure provides an airplane ground deicing installation that minimizes the impact of deicing operations on the airport during icing conditions. The installation does not require alteration of a normal taxi pattern and can be performed as quickly as the average separation time between take-offs. The installation allows modification of its shape to adapt to the contour of almost all types of commercial passengers airplanes operating from major airports, and simultaneously deices large surfaces of the airplane. Deicing and anti-icing fluids are applied to airplane surfaces from nozzles positioned in close proximity to the airplane&#39;s surface. Speed and adaptability to different types of airplanes, combined with a design that allows rapid relocation of the installation, are key features that make it possible to place the installation on the taxiway, close to the head of the runway it serves, such that the taxi pattern and the separation in between takeoffs are not altered as compared to the normal operations of the airport.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority benefit to a provisional patentapplication entitled “High-Speed Airplane Deicing Installation,” whichwas filed on Apr. 19, 2014, and assigned Ser. No. 61/981,748. The entirecontent of the foregoing provisional patent application is incorporatedherein by reference.

BACKGROUND

1. Technical Field

The present disclosure relates to airplane ground deicing installationsystems and methods and, more particularly, to deicing installationsystems and methods that advantageously minimize the impact of anairplane's deicing treatment on the operation of an airport, e.g.,during icing and/or snow conditions.

2. Background Art

Deicing of airplanes is a major contributor to winter-related airtraffic delays. The ripple effect extends far beyond theweather-affected area, such that the costs to the airlines are in theorder of billions of dollars each season, while the effect on theeconomy is much higher.

Currently available deicing technologies have been unable to eliminatethe delays and associated issues related to airplane deicing operations.The overwhelming majority of the deicing operations are performednowadays by deicing trucks that spray the airplanes' contaminatedsurfaces with deicing and anti-sticking fluids. The use of deicingtrucks may derive from historical use of fire-fighting trucks todispense glycol on glycol-cooled engines. Regardless of the genesis ofdeicing truck-based operations, the efficiency and efficacy of suchoperations are limited and in need of significant improvement.

According to conventional deicing operations, deicing fluids are heatedand their concentration is controlled as a function of the type offrozen contamination and of the atmospheric conditions at the time ofdeicing. Sometimes air jets or heat radiators are also used to savedeicing fluids that are not only expensive, but they have adverseenvironmental effects too.

Anti-sticking fluids are typically applied in a limited period of timeafter deicing, to prevent further precipitation to accumulate on thesurfaces of deiced airplanes that cannot take off immediately afterbeing deiced. The anti-sticking treatment is generally effective for apre-determined period of time and, if that hold over time is exceeded,deicing must be repeated.

Delays are inherent in the use of deicing trucks simply because there isa limit on how many trucks can simultaneously work safely around anairplane. Deicing trucks also have an efficiency limitation as theyapply the deicing fluids from a relatively large distance from thesurface to be deiced.

There are at least three factors that can contribute to a deicingoperation: a chemical factor, a thermal factor, and a mechanical factor.The efficiency of the last two effects diminishes rapidly as thedistance from the dispenser to the surface to be deiced increases. Wind,a frequent factor on open spaces such as airport runways, is anaggravating factor that affects all aspects of truck-based deicingoperations.

Applying fluids from shorter distance is not necessarily a solution forthe deicing trucks since deicing will take even longer due to the needto traverse the perimeter of the airplane with the deicing truck(s) toapply deicing solution to all necessary surfaces.

Deicing time longer than the separation time in between take-offsrequires that several airplanes are simultaneously deiced on severaldesignated spots, off the taxiway, and this operational requiremententails longer taxi routes that translate into inconvenience, cost andeven longer delays.

At major airports, numerous deicing trucks are needed in order tosustain the air traffic. The numerous deicing trucks around airplanesrepresent an additional hazard due to the potential for mishap, andtheir presence on the tarmac further increases the load/responsibilityof ground traffic control personnel.

Numerous attempts have been made to improve airplane ground deicingoperations. Prior attempts have been unsuccessful, however, asdemonstrated by the fact that deicing truck-based operations are stillthe overwhelmingly-used airplane deicing technology.

The patent literature reveals additional efforts to improve the designand operation of airplane deicing operations. For example, the followingpatents/patent publications provide background teachings relative to thesystems and methods of the present disclosure:

-   -   U.S. Pat. No. 3,533,395 to Yaste    -   U.S. Pat. No. 3,460,177 to Rhinehart et al.    -   U.S. Pat. No. 3,612,075 to Cook    -   U.S. Pat. No. 4,378,755 to Magnusson    -   U.S. Pat. No. 4,634,084 to Magnuson    -   U.S. Pat. No. 5,060,887 to Kean    -   U.S. Pat. No. 5,104,068 to Krilla et al.    -   U.S. Pat. No. 5,161,753 to Vice et al.    -   U.S. Pat. No. 5,354,014 to Anderson    -   U.S. Pat. No. 5,458,299 to Collins et al.    -   U.S. Pat. No. 6,038,781 to McElroy et al.    -   U.S. Pat. No. 6,092,765 to White    -   U.S. Pat. No. 6,820,841 to Mittereder et al.    -   WO 2001/092106 to Foster et al.

A summary of the difficulties and a general description of the mostcommon pitfalls of the previous designs is provided herein. The notedpitfalls help to explain why none of the previous deicing installationdesigns aiming for high speed deicing have achieved general acceptancefrom the airlines and/or airports.

Airplane deicing is a complex process itself as the nature of theice/snow contamination could widely vary subject to many weather-relatedfactors, including precipitation type and quantity, temperature,relative humidity, wind direction and intensity. Operational factorsalso have a substantial impact on deicing operations, such as full orpartially full tanks, after landing cold fuel, or “warm” after fuelingup, parked position in respect to wind and the like.

However, it is not the complexity of the deicing process that is themain contributor to the failure of the previous attempts to buildairplane ground deicing installations capable of deicing speeds suchthat to minimize the impact on airport operations during winter weather.The passenger airplanes operating from major airports are of largevariety in size and shape, winglets representing a special challenge,and no prior attempt has succeeded in accommodating such a wide varietyof airplane shapes/sizes/configuration while meeting all airports' andairlines' deicing requirements.

The majority of the installations intended to achieve high deicing speedand accommodate the largest airplanes have been fixed type installationsentailing modified taxi patterns which entails delays and fuel burned tonavigate to and from the installation.

Besides the inherent disadvantages resulting from a fixed type design,most designs for large installations require a precise, time consuming,positioning of the deiced aircraft relative to the source of deicingfluid, and have a low deicing fluid usage efficiency as a result ofdesigns with substantial limitations to adapt to the different sizes,shapes, configurations and types of aircraft.

Some of the fixed installations have been hangar-type designs thatimprove the deicing speed and, up to a point, the deicing efficiency forlarger airplanes. One particular hangar-type installation used heatradiation for deicing, eliminating the use of deicing fluids, but thedeicing time was longer than the separation time between take-offs andtherefore, several such installations would be needed to serve a busyairport where available terrain is an issue. Taxi pattern would alsoneeded to be altered to accommodate such operations and airplanes deicedby this installation still required anti-sticking fluids.

Despite efforts to date, a need remains for high efficiency and highspeed airplane deicing systems and methods that accommodate airplanes ofdifferent size, shape and configuration. Moreover, a need remains fordeicing systems and methods that efficiently utilize deicing fluidsdespite environmental conditions, e.g., variable wind conditions, andthat do not negatively impact other airport operations, e.g., timingbetween flight departures. Still further, a need remains for deicingsystems and methods that demonstrate attention to the environment, mostprecisely to the recovery of deicing fluids. These and other objects aresatisfied by the advantageous deicing systems and methods of the presentdisclosure.

SUMMARY OF THE INVENTION

The present disclosure provides high efficiency and high speed airplanedeicing systems and methods with a wide scope of application thataddresses airports' and airlines' deicing requirements. The discloseddeicing systems and method advantageously accommodate airplanes ofdifferent size, shape and configuration, thereby enhancing theoperational efficiencies of a ground deicing installation.

The disclosed installation is designed to eliminate (or greatly reduce)deicing delays associated with conventional deicing operations at leastin part based on the system's operational architecture that, even with alimited number of freedom degrees, contours as close in proximity to theairplane surfaces to be deiced as is safe for a full range ofairplane-types that operate at major airports. This translates into highdeicing efficiency and high deicing speed, which in the end offers thepossibility of using normal taxi-pattern operations despite inclementweather conditions.

The disclosed installation adapts to an airplane that is stopped fordeicing in an off-taxiway centerline and/or crabbing position to achievedesired deicing functionality.

The airplane deicing systems and methods also provide independentlycontrolled proximity units that facilitate positioning of deicingnozzles relative to surfaces to be deiced. In exemplary implementationsof the present disclosure, shielding means are provided in proximity tothe deicing nozzles to control potential dissipation of deicing fluid tothe surrounding environment, e.g., based on wind conditions. Theproximity units further minimize the consumption of deicing fluids andheat energy by providing a platform for the deicing nozzles. Thedisclosed platform(s) are designed and actuated such that they cansafely come into close proximity to the surface of the airplane whilethe shielding means advantageously preserve the thermal and mechanicalenergy of the deicing fluids jets and maintain for a longer duration thewarm boundary formed by the deicing fluid on the deiced surface.

Flight safety is also improved by reducing the potential for human errorfactor, e.g., forgotten surfaces on an airplane or spraying the wrongareas, and by performing the de-icing just prior to an airplanetake-off.

Airport safety is improved by eliminating the traffic of deicing truckson the tarmac, by reducing the load on the radio frequencies of theground/deicing control operation and generally by reducing the stresslevel caused by delays and work overload.

The disclosed airplane deicing systems and methods are ecofriendly inseveral ways, including based on the high deicing efficiency achievedaccording to the disclosed design/method and a reduction in jet fuelburn associated with deicing operations. Additionally, the enhanceddeicing speed associated with the disclosed systems/methods reduces thedilution of run-over deicing fluids, thereby reducing the energyconsumed for recycling of deicing fluids.

Advantageously, the use of anti-sticking fluids may be completelyeliminated according to the present disclosure as the disclosed deicingsystems and methods are designed to be operated close to the head of therunway and the deicing can be synchronized with take-offs so as toreduce and/or eliminate the hold-over time.

The disclosed installation is relocatable and the disclosed mobilitymeans allow a rapid deployment from one location to another if trafficconditions require so. The possibility to rapidly relocate theinstallation not only allows the use of the installation on a taxiway,but it minimizes an airport's investment in such installations and ontarmac infrastructure since it requires just one deicing location closeto the head of each runway instead of the many deicing pads required toaccommodate the use of deicing tracks. The disclosed installation isgenerally designed to run mostly electrically, although alternativepowering systems may be implemented in whole or in part.

In exemplary embodiments of the disclosed deicing installation, grounddeicing-related delays are eliminated (or substantially eliminated)while minimizing the impact on airport operations mainly by:

-   -   i) Reducing the average duration of deicing to the level of the        average separation time between take-offs, eliminating        deicing-caused delays; and    -   ii) Using the usual taxi pattern since the disclosed        installation is able to deice practically all types of airplanes        operating on major airports and it is relocatable, as needed.

The disclosed deicing installation is intended to be placed as close aspractical and allowed by regulations to the head of served runway,preferably on the taxiway. During the deicing process, the airplane isstopped at a designated point, preferably on the taxiway, and thedisclosed installation moves along the airplane, eventually reversingdirection if needed, while deicing and anti-icing fluids and eventuallyair jets are being dispensed from nozzles appropriately located on thedifferent structures associated with the disclosed system. A keyspeed-enabling feature of the installation is its architecture thatallows the simultaneous deicing of large surfaces of the deicedairplane.

Another key feature of the installation is the high deicing efficiencywhich is another speed-enabling factor. Increased efficiency is achievedby applying the deicing and anti-icing fluids, air jets and heat and thelike, from as close as safe distance from airplane's contaminatedsurfaces. The architecture of the disclosed installation, even with alimited number of freedom degrees, allows structural members to changetheir relative position such that they get as close as safe to thecontour of practically any airplane operating from major airports. Thesestructural contouring members of the installation form a platform fordeicing systems used to apply the deicing means from relatively shortdistance to the surface of the airplane.

In exemplary embodiments of the present disclosure, independentlycontrolled proximity units are provided. The proximity units arecollectively referred to herein as the proximity structure. Theproximity structure further minimizes the consumption of deicing fluids,heat and mechanical energy by providing a platform for the deicing meansthat get even closer to the surface of the airplane without affectingsafety.

The independently controlled proximity units are generally fabricatedusing lightweight, frangible materials. They may be equipped withproximity sensors and actuators that ensure/enhance operational safetyand control the proximity to the surface of the airplane.

In further exemplary embodiments, the disclosed deicing systems includeshield devices that are designed to save deicing fluids and preserve thethermal and mechanical energy of the deicing fluid jets. The shielddevices further maintain for a longer duration the warm boundary formedby the deicing fluid on the deiced surface.

Another feature of exemplary implementations of the disclosedinstallation that contributes to increased efficiency, saves fluids andreduces deicing time, is automation of the deicing process that isfacilitated by the disclosed system to enhance/optimize the deicing jetsand by spraying “on condition”. “On-condition” spraying is achieved bymonitoring the process by operators and/or by ice detection sensors,such that the nozzles spray only when positioned above a surface andthey are switched off as soon as frozen contaminants are removed fromthat surface.

In use, exemplary embodiments of the disclosed high efficiency and highspeed airplane deicing systems and methods are generally designed andoperate as follows. The airplane to be deiced stops at a designatedplace and the disclosed installation moves all the way from theairplane's nose to its tail, eventually reversing direction, while thestructural contouring members, as controlled by actuators, adapt theirposition to the contour of the airplane in correlation with the movementof the installation and the position of the deiced airplane.

The movement along the airplane and back to the home position from wherea new deicing cycle starts again is generally performed by two mobilityunits, one on each side of the airplane. The mobility units also providethe means to redeploy the installation to another location if airtraffic conditions change. The steering system associated with themobility units enables their relocation with minimum disruption to anairport's operations.

The backbone of the disclosed installation is a horizontal structuralbeam that is supported on each side by two telescopic vertical poles,each pole being attached to a mobility unit by bearing means that allowthe pole to rotate against its vertical axis.

At a location that is generally about the middle of the horizontalstructural beam there are installed contouring members that form theplatform for deicing the top of the fuselage and the vertical fin and atleast part of the horizontal stabilizer of the deiced airplane.

There are two (left and right) vertical fin structures extendingdownwards, left-right, that are slidably attached to the horizontalstructural beam and leaving a clearance in between. On each vertical finstructure a vertical fin extension may be movably mounted that isslidable up-down as needed to adapt to large fins.

The position of the elements of the vertical fin structures incoordination with height of the vertical poles are controlled byactuators to adapt to the vertical fin size and to the heights of thefuselage and horizontal stabilizer of the deiced airplane.

Two telescopic downward vertical structures are generally slidablymounted with respect to the horizontal structural beam. The telescopicvertical structures are generally positioned inboard-outboard. Betweenthe telescopic vertical poles and the vertical fin structures there areprovided an elongated structural beam, hereinafter “over-wing beam” or“over-wing structure,” that is attached to each downward verticalstructure by means that allow the over-wing structures to be rotated byactuator means in horizontal and in vertical planes to correlate withthe swept and with the dihedral angles of the wing of the deicedairplane while the height of the over-wing structures, in correlationwith the position of the other structural contouring members is adjustedby the actuators that control the height of the telescopic downwardvertical structures.

Along the length of the over-wing structures are slidably installed aplurality of modules, extending downward and having a height about thesame as the tallest winglets of the deiced airplanes. In correlationwith the position of the other structural contouring members, actuatorsslide a number of modules outward for a distance forming a passageway inbetween the inboard and the outboard modules, wide enough to allow theinstallation to safely clear the winglets of the deiced airplane whilethe lower side of the modules pass in close, but safe, proximity overthe upper surface of the wing when the installation moves along theairplane. The over-wing beam and the modules form the platform fordeicing the wings, winglets, the side of the fuselage and the horizontalstabilizers.

Flight safety and airport safety are improved in many respects by thedisclosed installations and methods of use, including by reducing thehuman error factor, by reducing the traffic of the deicing vehicles onthe airport and by reducing personnel's stress caused by delays and workoverload. The high speed and high efficiency of the disclosed systemsand methods result in important deicing-related savings for airlines byreducing deicing-related delays and idle fuel burn, by a more efficientuse of the deicing fluids and by reducing the labor involved in deicing.To the environment's benefit, besides the more efficient use of deicingfluid, the disclosed installation reduces the costs of recovery of thedeicing fluids, by reducing the dilution of the run over fluids and byreducing the number of deicing pads necessary to deice the same numberof airplanes per unit of time.

Additional features, functions and benefits of the disclosed highefficiency and high speed airplane deicing systems and methods will beapparent from the detailed description which follows, particularly whenread in conjunction with the appended figures.

BRIEF DESCRIPTION OF THE DRAWINGS

To assist those of skill in the art in making and using the disclosedhigh efficiency and high speed airplane deicing systems and methods,reference is made to the accompanying figures, wherein:

FIG. 1a is a front perspective view of an exemplary deicing installationaccording to the present disclosure with an A380 airplane (one of thelargest passenger airplanes) positioned in a deicing location;

FIG. 1b a front perspective view of an exemplary deicing installationaccording to the present disclosure with an ERJ135 airplane (one of thesmallest passenger airplanes) positioned in a deicing location;

FIG. 1c is a front view of an exemplary deicing installation accordingto the present disclosure;

FIG. 1d is a top view of an exemplary deicing installation according tothe present disclosure;

FIG. 1e is a side view of an exemplary deicing installation according tothe present disclosure;

FIG. 2a is a further front perspective view of an exemplary deicinginstallation according to the present disclosure;

FIG. 2b is an exploded perspective view of an exemplary mobility unitaccording to the present disclosure;

FIG. 2c is a further top view of an exemplary deicing installationaccording to the present disclosure;

FIG. 2d is a top view of an exemplary deicing installation according tothe present disclosure that has not yet been moved into a deicingposition relative to an aircraft;

FIG. 2e is a top view of an exemplary deicing installation according tothe present disclosure that is being moved into a deicing positionrelative to an aircraft;

FIG. 2f is a top view of an exemplary deicing installation according tothe present disclosure wherein the deicing operation is proceeding alongthe length of the aircraft;

FIG. 3a is a rear side perspective view of an exemplary deicinginstallation according to the present disclosure that shows exemplarypositioning of a storage vessel for deicing fluid;

FIG. 3b is a front perspective view of a portion of an exemplary deicinginstallation according to the present disclosure that shows exemplarypiping of deicing fluid associated with a fluid management subsystem;

FIGS. 4a and 4b are front perspective views of an exemplary deicinginstallation according to the present disclosure showing interactionwith a B747 airplane with winglets;

FIG. 5 is a top view of an exemplary deicing installation according tothe present disclosure showing the swept angle of the wings of a B747airplane and the deicing installation is shown in the position fordeicing the wings and fuselage;

FIG. 6 is a front view of an exemplary deicing installation according tothe present disclosure showing the dihedral angle of the wings of a B747airplane and the deicing installation is shown in the position fordeicing the wings and fuselage;

FIG. 7 is a front view of an exemplary deicing installation according tothe present disclosure showing the deicing installation in the positionfor deicing the horizontal stabilizer of a B747 airplane;

FIGS. 8a-8c are views of an exemplary angular adjusting unit, elevatorand other structural elements of an exemplary deicing installationaccording to the present disclosure;

FIG. 9 are schematics of exemplary nozzle spray patterns according toexemplary embodiments of the present disclosure;

FIG. 10 is a side view of deicing structures, including proximitystructures, associated with an exemplary deicing installation accordingto the present disclosure shown through the elevator, angular unit, mainbeam, sliding modules and relative to the wing of an airplane;

FIG. 11 is a front view of one side of an exemplary deicing installationaccording to the present disclosure showing adjustable piping subsystemsthat delivers deicing fluid to the disclosed nozzles;

FIG. 12 is a side view of an exemplary deicing installation according tothe present disclosure showing interaction with the nose region of anBoeing 747 airplane;

FIG. 13 is a front perspective view of an exemplary deicing installationaccording to the present disclosure showing the position of the slidingunits in a position for allowing desired clearance relative to a Boeing737 airplane's winglets and the central contouring structure/proximitystructure that deice the fuselage;

FIG. 14 is a side perspective view of an exemplary deicing installationaccording to the present disclosure deicing an illustrativepropeller-driven airplane;

FIG. 15 is a side perspective view of an exemplary deicing installationaccording to the present disclosure deicing the tail region of anillustrative airplane;

FIG. 16 is a side view of an exemplary deicing installation according tothe present disclosure showing interaction with the rear portion of anairplane;

FIG. 17 is a rear side view of an exemplary deicing installationaccording to the present disclosure showing one of the mobility unitsand its associated subsystems;

FIG. 18 is a top perspective view of an exemplary deicing installationaccording to the present disclosure showing the deicing installation inrelocation mode, freeing the taxiway by rotating around one the fixedmobility units;

FIG. 19 is a front perspective view of an exemplary deicing installationaccording to the present disclosure showing the deicing installation inrelocation mode after it has cleared the taxiway;

FIG. 20 is a front perspective view of an exemplary deicing installationaccording to the present disclosure showing the deicing installation inrelocation mode as one of the mobility units rotates around its axis tobecome parallel to the horizontal beam structure and to the othermobility unit; and

FIGS. 21 and 22 are top views of an exemplary deicing installationaccording to the present disclosure showing the deicing installation inrelocation mode during complex turning maneuvers involving both turningand translation (FIG. 21) and moving rectilinearly in the direction ofits horizontal beam structure while having one of its mobility unitperpendicular and the other parallel to the horizontal beam structure(FIG. 22).

DESCRIPTION OF EXEMPLARY EMBODIMENT(S)

As noted above, the present disclosure provides high efficiency and highspeed airplane deicing systems and methods with a wide scope ofapplication that addresses airports' and airlines' deicing requirements.The disclosed deicing systems and method advantageously accommodateairplanes of different size, shape and configuration, thereby enhancingthe operational efficiencies of a ground deicing installation.

The disclosed installation is designed to perform airplane grounddeicing on a taxiway as close as practical and permitted by regulationsto the head of the runway it serves. Of course, the disclosedinstallation could be installed on a diversion of the main taxiway or ona special pad, depending on the particularities of an airport and of thepreference of an airport's operator. In the description hereinafter, allof these deployment alternatives will be generically referred astaxiway-based installations.

There are two key features that allow the disclosed installation tooperate effectively on a taxiway: (i) deicing speed that can match theaverage separation time between take-offs, and (ii) the adaptability ofthe disclosed installation to most of the passenger airplanes operatingfrom major airports.

Referring to the drawings, FIG. 1a shows an exemplary embodiment of thedisclosed deicing installation 10 in a configuration for deicing of thelargest passenger airplane, the Airbus 380, while FIG. 1b shows thedisclosed deicing installation 10 in a configuration for deicing of oneof the smallest airplanes operating from major airports, the EmbraerERJ-135. In both FIGS. 1a and 1 b, the installation is shown in adeicing position relative to the wings of the noted aircraft.

Orthogonal views of the deicing installation 10 are shown in FIG. 1c(front view), FIG. 1d (top view), and FIG. 1e (right side view).

The disclosed installation 10 can advantageously open up to give freepassage to airplanes not compatible with the installation or not yetprogrammed in the numerical control of the installation. However, asnoted above, the disclosed installation 10 is designed to providedeicing functionality with respect to the vast majority of airplanescurrently operating in the passenger airline industry. Of note, whenairplane type are referenced herein, it is generally the tail numberthat is considered in configuring the installation 10 for deicingoperation. During their lives, some airplanes are modified in ways thatimpact the exterior geometry/configuration, e.g., winglets and/orantenna may be added or modified.

FIG. 2a shows a schematic view of exemplary deicing installation 10riding on steel rails during deicing operation mode. The airplane isshown in a recommended/target deicing location, on a taxiway 701 closeto the entrance of the active runway 702, and the deicing installation10 is shown at a moment when it deices the wings and mid-portion of thetop fuselage.

The disclosed installation can adapt to airplanes that are offcenterline and/or in crab position, as described hereinafter. Anyposition of an airplane for which the deicing functionality can besafely performed by the described installation is referred hereinafteras an “acceptable position,” regardless of whether the airplane islocated on the centerline and/or is parallel to or angled with respectto such centerline.

In exemplary implementations of the disclosed system/method, the taxiwayis provided with passive and active, automatic, guidance signage to helpthe flight crew to position the airplane for deicing. The discloseddeicing installation is typically provided with radio means tocommunicate with the flight crew. Provisions for data transfer betweenthe deicing installation and the airplane is also recommended.

FIG. 2a shows line/marking 709 which functions as an aid to the pilot inpositioning the airplane at a desired stop/deicing location. Thestructures 707 represent the deicing installation-airplane visualcommunication panel. At a minimum, structures 707 generally displayinstructive messages, such as “Stop at red line for deicing”,“Com:XXX.XXX MHz” and “Deicing complete—move,” or the like.Additionally, the structure may also include/communicate messaging suchas: “XX % of deicing complete” while deicing work is in progress, and“YY gallons used,” “ZZ minutes duration,” “Have a good flight,” or thelike at the end of the deicing operation.

Referring to the orientation of the installation, hereinafter thecenter-surface is also referred to as the installation centerline, isthe symmetry plane of an airplane positioned in the ideal position,parallel with, and on the centerline of the taxiway with the nose whereindicated and “left” and “right” correspond, respectively, to the portand starboard sides of the airplane being deiced. “Front” and “back”correspond, respectively, to the front and tail of the airplane beingdeiced. “Inboard” and “outboard” correspond, respectively, to towardsand away from the installation centerline or the airplane being deiced.

The deicing installation 10 generally rides on its two mobility units500-L, 500-R. At least one of the mobility units 500 may includeextra-space, e.g., a cabin-like structure, that functions to houseoperator(s) and several systems of the deicing installation as describedhereinafter. In exemplary embodiments, both mobility units are builtwith and integrated with such cabin-like structures 510-L, 510-R

The mobility units typically have two modes of operation:

-   -   i) Deicing mode. The mobility units move the deicing        installation along the airplane during the deicing process and        return it to the home position. At any given moment, any change        in the relative position of the structural contouring members        described hereinafter are controlled according to the positions        of the installation and of the deiced airplane.    -   ii) Relocation mode. The installation is relocated from one        service point to another, e.g., if the air traffic conditions        change or if it is moved to a parking location for the periods        when deicing services are not needed.

In deicing mode, the mobility units typically ride either:

-   -   a) on metal rails. The exemplary embodiment in FIG. 2a shows one        pair of rails 704 installed on each side along the designated        deicing area of the taxiway. Single rails could be also used. In        this embodiment the mobility units are also provided with metal        wheels that are used only during the deicing operation mode when        riding on steel rails.    -   b) on tarmac using the same crawlers or wheels that are used for        relocation.

The disclosed deicing system/method may be effectively implemented witheither of the deicing mobility embodiments, i.e., an embodiment thatrides on steel rails or an embodiment that rides on the tarmac (or acombination thereof), and it may be a matter of an airport operator'spreference as to which of the mobility modalities is selected/used.

An installation riding on steel rails is generally less sensitive to theinfluence of ice/snow on the taxiway, but in such implementation theairport is required to provide the steel rails. From the deicinginstallation point of view, the metal rails generally require widerclearances to the airplane and more complicated programming toaccommodate for an airplane in a crab position. Wider clearances to theairplane may result in lower deicing efficiency.

Use of the relocation crawlers or wheels in the deicing mode requireskeeping the deicing area clean of ice, but based on the extrememaneuverability of the mobility means disclosed by the presentinvention, the installation could perfectly align with anoff-centerline, and/or crab position airplane and this advantageouslytranslates to reduced clearances and hence increased deicing speed andefficiency.

A preferred embodiment of the present disclosure involves use of thetarmac at least in part because such operation has the additionaladvantages of lower investment and faster redeployment.

In embodiments that include steel rails, the steel rails 704 aregenerally installed on concrete pads 703 and the length of the steelrails 704 is selected so as to enable the deicing installation to servethe largest airplanes operating from that particular airport.

The mobility units 500 may be provided either with crawlers orrubber-type wheels. Crawlers 501 are the preferred embodiment forreduced ground pressure during relocation such that, if needed, unpavedground could be used for relocation in order to minimize disruptions ofthe airport operations.

FIG. 2b is a detail exploded view of mobility units 500 showing thesteel wheels 590 and one crawler unit 570. The suspension 592 isgenerally of a type that maintains the correct position of theinstallation 10 and ensures its integrity. It includes a sphericalsliding attachment 596 attached to the mobility means though bearingmeans 595 that allows the crawler unit to rotate against an essentialvertical axis, while the suspension active shock absorbers 597 maintainthe mobility unit in a position that does not result in overloads in thestructure of the deicing installation.

According to the present disclosure, two exemplary constructionalternatives for transferring from the crawlers or wheels 501 to thesteel rails 704 are noted. The first “passive” system requires aligningthe steel wheels 590 (not visible in FIG. 2a ) provided on the mobilityunits 500 with the steel rails. Side sliding of steel wheels 590 andspecial steel rail geometry 705 (FIG. 2a ) may facilitate the alignment.In the “passive” system, after the alignment, the installation 10continues to move against an upslope portion of the rails such that theweight of the installation is gradually transferred from the relocationcrawlers or wheels 501 to the steel wheels (not shown). In a second“active” system, after alignment, the steel wheels 590 could be loweredand pushed against the rails 704 until the crawlers 501 are raised.

In an alternate embodiment, the suspension 592 shown in FIG. 2b raisesthe crawlers 501 and the mobility until units 500 ride only on the steelrails 704 (not shown in FIG. 2b ).

FIG. 2c is a top view of the installation 10 shown riding on steel rails704 while deicing a crabbed, off-centerline airplane (A380 shown). Ofnote, a typical asymmetric relative position between the airplane andthe installation 10 is illustrated in FIG. 2c . In this case, largerclearances are required in between the installation and the airplane,especially for the vertical fin.

FIG. 2d is a top view of an exemplary embodiment in which the mobilityunits 500 ride on tarmac on the same crawlers 501 that are used forrelocation. The tarmac deicing location 706 is as wide and as long asrequired to deice the largest airplanes operating from that particularairport (A380 shown). The airplane is close to the indicated “stop”position” line 709 while the installation 10 is shown in the homeposition 901 (also shown in FIG. 2a ).

FIG. 2e is a top view of the installation 10 riding on tarmac 706.Installation 10 is aligned with the off-centerline crabbing airplanebefore starting the deicing operation.

FIG. 2f is a top view of installation 10 riding on the tarmac. Theinstallation 10 is shown moving along, parallel to the airplane. Ofnote, no relative asymmetric situation exists in between the airplaneand the installation 10 and therefore the clearance in between theinstallation 10 and the airplane are minimized

FIG. 3a shows an exemplary fluid management ground facility 706according to the present disclosure. Installation 10 is shown riding onsteel rails 704. The polygons 750-a,b,c schematically represent run overdeicing fluid collecting drains. The use of different collectingperimeters are recommended to reduce the dilution of the run-over fluidsduring rain/snow. Recycling the deicing fluids is energy-intensive andfor cost and for environment's sake, dilution should be minimized

The large perimeter 750-a is used to collect the deicing fluid whenlarge airplanes are deiced while the smaller perimeter ones 750-b, 750-care used commensurate with the size of the airplanes being deiced. Whiledeicing a small airplane, the large perimeter polygon 750-a will collectmostly melted snow/ice while the small perimeter polygon 750-c willcollect a mixture containing a higher concentration of deicing fluidsuitable for reprocessing. The plurality of drains 750 advantageouslyallow separation of the different concentration deicing fluids or simplythe disposal of the water when its contamination with deicing fluids isbelow an acceptable concentration.

The deicing speed of the disclosed installation is also an importantfactor in minimizing the dilution since lower time for deicing meansless accumulation of water/snow on the collection surface. In exemplaryembodiments where the deicing installation rides on the tarmac, some ofthe run over fluids may be directed to keep the tarmac clean along theroutes used by the mobility units 500.

The structure 706 may be located underground, although it is generallyrecommended to house deicing fluid management means, such as pumps andtanks for fresh deicing fluids and collecting tanks for the spent,diluted fluid above ground, or they could be connected to remote tanksby pipes (not shown) or a combination of both.

While storage tanks could be optionally provided inside the cabins 501,it is recommended that the deicing installation is supplied with deicingfluids by hoses/pipes, such that the deicing installation 10 doesn'tneed to be stopped to be re-supplied by tanker trucks.

The underground pipes 717 for deicing fluid, for water and foranti-sticking fluid are generally connected to the hoses 502 which arereeled or un-reeled relative to reel 503 depending on which directionthe installation 10 moves. A support/guide 718 for the hoses 502 isrecommended.

FIG. 3b shows exemplary electric cable 515 and the deicing fluid, waterand anti-sticking fluid supply hoses 502 for an installation riding onthe tarmac. The hoses 502 lay on the tarmac and the funnel shapestructure 580 provided on the cabins 501-R directs the hoses to the reel503 or lays them on the tarmac, depending on the moving direction.

It is to be understood that any other types of connections of theinstallation 10 to the electric and fluid supplies that allows theinstallation 10 to move along the deiced airplanes are valid options, aswill be readily apparent to persons skilled in the art.

The high deicing speed achievable by the disclosed deicing installation10 is based on its architecture that allows the simultaneous deicing oflarge surfaces of the airplanes and this requires dispersing a largequantity of fluid in a very short period of time. Referring to FIG. 3a ,buffer tanks 552 may be provided within the cabins 510- to reduce thesize of the supply hoses 502 and generally the entire cost of the groundpiping and pumping installation. The buffer tanks also reduce the levelof installed power needed to heat the deicing fluids. Fluid storagetanks 551 could be also placed within the cabins 501 for the operatorsthat prefer to supply the deicing installation 10 by tanker trucks.

Contouring and Proximity Structures

FIG. 4a shows a schematic view of exemplary deicing installation 10 in aconfiguration where the mobility units ride on steel rails. The deicedairplane is a Boeing 747 and the installation is shown at a moment whendeicing the wing and part of the fuselage. FIG. 4a depicts exemplarycontouring structures and exemplary proximity structures according tothe present disclosure.

The exemplary contouring structure 100 includes a horizontal structuralbeam 102 that is attached with respect to the top of the two telescopicvertical poles 110, and a plurality of structural contouring members 200that provide the platform on which deicing systems are installeddirectly. Alternatively, the deicing systems may be installed on theindependently controlled proximity units 301 shown in FIG. 10, thatcollectively form the proximity structure 300.

As used herein, the deicing system may include variouscomponents/equipment that facilitate the following functions:

-   -   a) Application of the deicing means, anti-icing fluids, air jets        and heat radiators, and the like, to the frozen contaminated        areas of the airplane. Such deicing systems include different        types of nozzles designed for impulse jets or for dispersion        jets as respectively needed for black ice or for frost,        actuators for changing the direction of application, and/or        actuators or valves for controlling the flows.    -   b) Monitoring operations, i.e., different types of sensors to        measure the temperature and/or flow of the deicing fluids, to        measure the distance to the surface of the airplane, to detect        frozen contamination or clean surface, video-cameras to transmit        images of the deiced surfaced to the deicing crew and the like.

The structural contouring members 200 allow the disclosed deicing systemto move into close proximity to, i.e., operate at a relatively shortdistance relative to, the surface of the airplane.

However, a preferred embodiment of the disclosed deicing system isprovided with proximity structure 300 (FIG. 10). The inclusion ofproximity structure 300 further increase deicing efficiency by providinga platform for the deicing systems that can operate even closer to thesurface of the airplane without affecting safety, as better described inconjunction with FIG. 10.

A preferred embodiment of the disclosed deicing system also includesshield device(s) 401. Shield devices 401 are designed to save deicingfluids and preserve the thermal and mechanical energy of the deicingjets, as better described in conjunction with FIG. 10.

The consumption of deicing fluid may be reduced according to the presentdisclosure by using air-jets to blow the thick ice and especially snowprior to applying deicing fluid. Heavier deicing systems, e.g., airblowers, are not compatible with the proximity structure 300 and suchheavier systems, if used, are generally to be installed on thecontouring structure 200. The air blowers are intended mainly forcleaning of the wing root area—for simplicity, blowers are not shown inthe figures illustrating the present invention.

The height of the horizontal structural beam 102 is adjustable and anumber of members of the contouring structure are mechanicallyinter-connected such that their relative positions are modifiable. Eachparticular degree of positional mobility is referred hereinafter as a“freedom degree,” and the freedom degrees are illustrated in FIG. 4 b

Adjusting the relative positions of the contouring members is performedby actuator means, including but not limited to, electric, hydraulic,pneumatic, cables, gears, gear-racks and the like, controlled in realtime by closed loop, preferably by numerical control system, fed withthe type and position of the airplane as well as fed with the positionand speeds of the mobility units 500 and of the structural contouringmembers 200. Additional safety margins are provided by independentauthority proximity sensors.

For simplicity, hereinafter “controlled by actuator” refers to theentire closed loop control system.

After one deicing operation is completed and the airplane taxies away,the installation 10 returns to its home position while the structuralcontouring members 200 are positioned for the type of the next airplanein line for deicing and the independently controlled proximity units 301(FIG. 10) forming the proximity structure 300 move into a retractedposition.

Each telescopic vertical pole 110 is attached to a mobility unit 500 bybearing means 504 that allow the mobility units 500 to controllablyrotate in respect to the vertical poles.

The mobility units 500 and, hence, the telescopic vertical poles 110,are spaced enough to allow the largest span airplane to pass throughwith safe clearance.

Actuator means control the height of the telescopic vertical poles 110in a synchronized way to maintain the horizontal structural beam 102essentially horizontal, hereinafter “freedom degree No. 1,” and thestructural horizontal beam 102 can be raised up to the required heightto accommodate the maximum height plus safe clearance for the largestairplane operating from the airport served by the deicing installation10.

Since the installation 10 operates on an airport, even if it meetsobject free requirements, it is recommended that the control software ofthe installation is programmed such that the horizontal beam structure102 operates at the minimum height as necessary for each particular typeof airplane and to its minimum height while in the waiting modes.

The installation disclosed herein will operate at its maximum heightonly for a short duration, e.g., when passing over the vertical fin ofan Airbus 380.

Relocation of the installation is performed with the horizontalstructural beam 102 secured in its lowest position as shown in FIGS.18-22.

The telescopic poles have two or more segments 111- three segments areshown in FIG. 4a

On the horizontal structural beam 102, at essentially its middleposition, there are installed two, left and right structures,hereinafter, “vertical fin structure(s)” 261- left-right independentlyslidable (only 261-R visible in FIG. 4a ). The positions of the verticalfin structures are controlled by independent actuators and the slidablemobilities, referred hereinafter as “freedom degree No. 2-L ” and“Freedom degree No. 2-R” (see also FIG. 12, FIG. 13, FIG. 14, FIG. 15and FIG. 16).

While the structures 261 are symmetrical, the freedom degrees No. 2-Land No. 2-R are independent as they are used to adapt the clearance inbetween the two vertical fin structures 261-L and 261-R and as well astheir positions along the horizontal structural beam 102 to safely passover the fins of the airplane that is stopped in an acceptable positionfor deicing. As previously note, the acceptable positions also includeoff centerline and/or crabbed airplanes.

In a preferred embodiment, the mobile, slidable attachment of thevertical fin structures 261 to the horizontal structural beam 102 isrealized by two rails 103, see FIG. 15, solidly attached on the lowerfront and rear sides of the horizontal structural beam 102. Each rail istrapped in between a plurality of roller sets 266 attached at 267 to thevertical fin structure 261 such that the vertical fin structurecontributes to the strength and stability of the horizontal structuralbeam 102.

However, many other types of slidable attachments could be used as wellif the structural integrity is not affected.

On the front side of each vertical fin structures 261, there isinstalled vertically slidable modules 262, hereinafter “vertical finextension(s),” that are controlled by actuators to achieve mobilityreferred hereinafter as “freedom degree No. 3.”

Freedom degree No. 3 is used to adjust the height of the vertical finextensions 262 to the different sizes of vertical fins and fuselageheights of the airplanes to be deiced.

In a preferred embodiment, the vertical fin extensions 262 slide onrollers 265 that are trapped inside U-shape profiles 263 attached totheir vertical fin structures 261 as shown FIG. 16, but many other typesof slidable attachments could be used as well.

Referring to FIG. 4a , the height of the vertical fin structures 261 iscontrolled by the Freedom Degree No. 1, that is the height of the twotelescopic vertical poles 110 supporting the horizontal structural beam102 to which the vertical fin structures 261 are attached.

The vertical fin extensions 262 are raised or lowered in respect to thevertical fin structures 261 by their own actuators. Normally bothvertical fin extensions 262 move in a synchronized way, except when anasymmetric situation exists on the deiced airplane, an antenna or thelike.

Until the vertical fin extensions 262 are completely raised, theirheight over the fuselage and over the horizontal stabilizers arecontrolled by the freedom degree No. 3 in correlation with freedomdegree No. 1 and with the motion of the installation 10. After thevertical fin extensions 262 reach their upper limit position, they movetogether with the main central structure 261, their heights over thefuselage and over the horizontal stabilizer are controlled by thefreedom degree No. 1, the height of the telescopic vertical poles 110(see FIG. 4b ), in correlation with the motion of the installation 10.

The deicing systems are provided on the inboard side and on the lowerside of the vertical fin structures 261 and vertical fin extensions 262.

The inboard deicing systems 680 are used to deice an airplane's verticalfin and are more visible in FIG. 7 and FIG. 11 (B747 shown), while thedeicing systems 690 installed on the lower sides of the vertical finstructures 261 and of the vertical fin extensions 262 are used to deicethe top of the fuselage as shown in FIG. 2a (A380 shown), FIG. 11 andFIG. 12 (and other figures), and at least part of the horizontalstabilizers as shown in FIG. 15 (B 747 shown).

FIG. 12 shows the nose of a B747 being deiced by a deicing systemaccording to the present disclosure, including the proximity units 306(the proximity units are described in the following in conjunction withFIG. 10) that are rotated against pivot means 381 attached to the lowerrear side of the vertical fin structures 262

Downward Vertical Structures

Referring to FIG. 4a , in between the telescopic vertical poles 110 andthe vertical fin structures 261, there are two vertical structures 230-extending downwards, hereinafter downward vertical structures, that areinboard-outboard slidably attached to the horizontal structural beam102, the mobilities being controlled by independent actuators, andreferred hereinafter as “freedom degree No. 4-L” and “freedom degree No.4-R.”

The freedom degrees No. 4-L and No. 4-R are used to adapt to differentfuselage size, and also to adapt to airplanes that are off centerlineand/or crabbing.

In a preferred embodiment, where the installation 10 rides on thetarmac, the freedom degree No. 4-L and No. 4-R are used symmetricallysince the installation 10 moves along the centerline of the airplane asbetter seen in FIG. 2f . The freedom degrees are used in this case onlyto adapt to the size and shape of the fuselage in correlation with theangular adjusting unit 250 described herein below.

In a preferred embodiment, the slidable attachment of the verticalstructures 230 with respect to the horizontal structural beam 102 isrealized by four rails 104, one visible in FIG. 8b , solidly attached tothe horizontal structural beam 102, two in its front upper and lowerpositions and two on the rear side upper and lower positions.

Each rail is trapped in between a plurality of roller sets 238 attachedto the vertical fin structure 237 such that the vertical fin structurecontributes to the strength and stability of the horizontal structuralbeam.

However, any other attachment type that provides slidable relativemotion without affecting the structural integrity could be used.

A preferred embodiment of the present disclosure provides for atelescopic construction of downward vertical structures 230, theirheights, hereinafter referred as “freedom degree

No. 5,” are controlled by actuators such that, in correlation with thefreedom degree No. 1, they extend downwards or retract upward to adaptto the different geometry and sizes of the airplanes to be deiced. Thetelescopic construction include a plurality of segments—e.g., twosegments 231 and 232, as shown in FIG. 4a Each telescopic downwardvertical structure 230 has its own actuators, but both the structuresmove in a synchronized way.

The Over-Wing

Referring to FIG. 4a and FIG. 8a , at the lower end of each telescopicdownward vertical structure 230 there is an angular adjusting unit 250to which an elongated beam structure, hereinafter “over-wing beam” 240,is attached. The center of gravity of the over-wing beam 240 is as closeas practical to the vertical axis of the downward vertical structure 230in order to balance and reduce the weight of the structure.

The height of the over-wing beam 240 is correlated to the height of thewing of the airplane as better shown in FIG. 4a , FIG. 6, and FIG. 11,or to the height of the horizontal stabilizer as better shown in FIG. 3aand FIG. 7, by the freedom degree No. 3 (see FIG. 4b ) of the downwardvertical structure 230 combined with the freedom degree No. 1 of thevertical poles 110.

The function of the angular adjusting unit 250 is to adjust the angularposition of the over-wing beam 240 in horizontal and in vertical planesto correlate with the swept and dihedral angles of the wings and of thestabilizers.

FIG. 5 provides a top view showing the swept angle As of the wing(Boeing 747 shown).

FIG. 6 is a front view that shows the dihedral angle Ad of the wing(Boeing 747 shown).

FIG. 7 is a front view that shows the dihedral angle Ad of thehorizontal stabilizer (Boeing 747 shown).

The angular alignment allows the disclosed system to maximize thesurface that is simultaneously deiced and minimize the average distancein between the deicing means and the upper surface of the wing, therebytranslating to increased efficiency and speed.

FIG. 8c shows a detail section through the angular adjusting unit.

The angular adjusting unit 250 has an upper structure 252 bolted to thelower side 232 of the downward vertical structure 230 and it includesbearing means 253 such that the lower structure 251 can be rotated byactuators around a vertical axis. This mobility is referred hereinafteras freedom degree No. 6. The actuating system is shown as a motor 254,provided with gear 256 that engages the gear 255 that encloses thebearing means 253, and gear 255 is attached to the lower structure 251of the angular adjusting unit 250.

The over-wing beam 240 is attached to the lower structure 251 of angularadjusting unit 250, by bolt or bearing means 258 in FIG. 8a that allowsthe over-wing beam a limited rotation in vertical plan, freedom degreeNo. 7, as controlled by the actuator 259.

Besides the exemplary embodiments described above, there are otherstructures that could provide the two angular freedom degrees withoutdeparting from the basic idea of the invention which is to align theover-wing structure with the angles of the wing and of the horizontalstabilizer, and such alternatives are expressly encompassed within thescope of the present disclosure.

The Modules

Referring to FIG. 11, along the length of the over-wing beam 240 thereare slidably installed a plurality of modules 242, extending downwardand having a height Hm about the same as the tallest winglets of thedeiced airplanes. The modules are normally connected to each otherstarting from inboard to outboard position, except when the airplanebeing deiced is provided with winglets.

The modules 242 are part of the structural contouring member group 200of the contouring structure 100 and they have the special role ofaccommodating airplanes with winglets.

Based on the wing span of the aircraft to be deiced and in correlationwith the freedom degree No. 4-L, No. 4-R, No. 6-L and No. 6-R, actuatorsslide a number of modules outward 242-o for a distance, the number andthe distance collectively referred hereinafter “freedom degree No. 8-L”and “freedom degree No. 8-R. Passageway CW (see FIG. 11) is formed inbetween the inboard and the outboard modules, the clearance being wideenough to allow the installation 10 to safely clear the winglets of theairplane to be deiced while the height of the lower side of the modules242, as resulting from the combination of the freedom degree No. 1,freedom degree No. 5. and freedom degree No. 7, pass in close, but safedistance over the upper surface of the wing when the installation movesalong the airplane as shown in FIG. 11

In a preferred embodiment, where the installation 10 rides on thetarmac, the freedom degree No. 8-L and No. 8-R are used symmetricallysince the installation 10 moves along the centerline of the airplane,such that the distance from the installation's centerline to the leftand right winglets is the same.

The function of the modules 242 is illustrated in FIG. 11, and as showntherein, they offer for the deicing systems a platform that, despite thevery large winglets of some types of airplanes, can safely move close tothe surface of the wing, the most important surface to be deiced.Additionally, the modules 242 offer close, convenient platforms fordeicing the side of the fuselage and the winglets.

FIG. 10 shows an exemplary installation of the sliding modules on theover-wing beam 240. The modules are hanging on rolls riding on theU-shape profiles 243 attached to the over-wing beam 240. Any othersystem providing the sliding mobility of the modules could be usedwithout departing from the requirements of present invention.

The position of the sliding modules 242 along the over-wing beam 240 iscontrolled by actuators that could be of gear-rack or cable type (notshown) or the like, such that they provide the appropriate clearance forthe airplanes provided with winglets as shown CW in FIG. 11 (B737) andin FIG. 6 (B747).

General Considerations on Detail Designing the Installation's Structures

According to the present disclosure, it is generally recommended thatall structures are detail-designed as light as possible. This isespecially important for the hanging, mobile structures; the further theindividual components are from a non-hanging structure, the higher theweight amplification factor is.

Besides the structural aspects, a low inertia enables higheraccelerations and speed while reducing the load on the actuators and ontheir drivers and, in the end, light design increases the safety marginsof the installation.

However, the structures are required to be stiff to avoidhigh-amplitude, low-frequency vibrations while the structural contouringmember change the position or unacceptable, unsafe deformation may occurwhen an asymmetric load is applied, like in the case of the jet reactionforce on the over-wing beam when deicing the wings of a small airplane(only the inboard portion will see such a reaction).

General Considerations on the Construction of the Modules

The number of modules is minimized as the number of types of airplanesis limited—the modules are of different lengths as required. Thisapplies particularly well to preferred embodiments where theinstallation rides on tarmac since there is no bias caused byoff-centerline and/or crabbed position of the airplane.

The modules will provide passageway for the operators of theinstallation, both for servicing and for directly supervising thequality of the deicing, e.g., modules in which a minimum accommodationis provided for 1-3 persons over-wing process monitoring crew.

Modules provide the platform for installing air blowers in the wing-rootarea if the designers opt for inclusion of such blowers. Modules alsoprovide the platform for ice detection and monitoring means.

The modules should be as wide as practical (the width is considered in adirection perpendicular to the over-wing beam) taking into accountbalancing and transportation. In particular, the embodiments shown inthe appended figures allow the transportation of modules in 40 ft.containers if they are disassembled in two halves.

Besides proximity, width, equivalent with nozzle covered area, is one ofthe main factors enabling high deicing speed. High moving speed alongthe airplane without affecting deicing quality is achieved by thedisclosed installation by using multiple rows of nozzles traversing atrelatively high speed.

FIG. 9a and FIG. 9b illustrate by example a basic principle of thedisclosed installation. FIG. 9a shows nozzles placed in a single arrayat 3 ft distance from the deiced surface and having a cone of 30°. Suchan array could perform the deicing at a traversing speed of 0.5 ft/sec,equivalent to each deiced point spending 3.2 seconds inside the directjet. Same deicing (3.2 seconds) could be achieved at 2.75 ft/sec withnozzles placed in multiple arrays covering a length of 8.8 ft instead of1.6 ft as in the first case. In the case of multiple arrays, the jets donot need to intersect, they could be installed well apart since thespill over works in-between. Multiple arrays are placed at 1.5 ft fromsurface as compared to the 3 ft and reduced distance results in higherefficiency too, which is not accounted for in this simple example.

Looking back at FIG. 1 a, it is apparent that the installation 10 movesat its lowest speed over the wings since the width of the platform andhence the number of arrays over the wings is smaller in comparison withthe number of arrays that are installed on the vertical fin structure261 and on the vertical fin extensions 262 which are the platformscovering the fuselage and the vertical fin.

Details on the placement of the nozzles are presented in more detail inFIG. 10. The same figure is used to explain two additional advantageousfeatures/functions associated with the present disclosure.

The Proximity Units

FIG. 10 shows for simplicity only two arrays of nozzles 651 and 652, butit is understood that the width of the modules offers a platform capablyto carry more arrays. The nozzle arrays may include different types ofdeicing nozzles for different types of frozen contamination, e.g.,impulse jet for black ice, dispersing jet for frost, and the like. Thefirst and the last arrays also generally include nozzles for dispensinganti-sticking fluids. On large airplanes, it is recommended to apply theanti-sticking with the array 652 while on rear-engine small airplanesarray 651 is more suitable.

The arrays 651 and 652 shown in FIG. 10 are not installed directly onthe modules, but on proximity units 301 that allow the deicing fluids tobe dispensed from a substantially reduced distance as compared withnozzles attached directly to the structural contouring members 200, orto the modules 242.

Structural contouring members 200 are heavier and inherently slower,therefore larger clearances to the airplane would be needed to satisfythe collision concerns and larger clearances entail penalty in thedeicing speed and usage of the deicing fluids.

The proximity units are of relatively small size, each one beingpositioned by its own actuators and hence, in assembly, the plurality ofproximity structure 300 can more easily follow the contour of theairplane that translates in higher deicing speed and efficiency. Thisadvantage of the small proximity units especially applies to camberedwings as shown in FIG. 4 a.

The disclosed proximity units 301 minimize the consumption of deicingfluids and heat and mechanical energy without affecting security and thepreferred embodiment provides for proximity structures.

The proximity units 301 are a light weight construction made offrangible materials that provide a base structure 302 on which nozzlesare installed, as single nozzles or in clusters or in arrays. Eachproximity unit 301 in FIG. 10 carries on its base structure 302 singleclusters 601, each cluster including impulse, dispersion andanti-sticking nozzles.

The nozzles are fed either by hoses (not shown) or thru pipingintegrated in their dual proximity actuators 304 shown of a linear typein FIG. 10.

The proximity structures 301-1 are slidably attached to the modules 242by sliding means that are integrated with the dual proximity actuators304 as shown in FIG. 10. FIG. 10 also shows proximity structures 301-2,301-3 attached to the lower end of the vertical fin structure 261 andrespectively to the vertical fin extension 262. FIG. 12 shows theproximity unit 301-3 provided also with a pivot 381 that allows thatparticular structure to rotate in a position appropriate for deicing thenose of the airplanes. Sliding and rotation are provided by dualproximity actuators 304.

Referring to FIG. 10, the extension of the dual proximity actuators 304causes the base structure 302 to get closer to the deiced surface (upperwing surface in FIG. 10) while retraction causes the base structure toretract away from the deiced surface.

The dual proximity actuator includes one slow proximity actuator 304-S,of electric motor or compressed air or the like type, such that it moveswith a controlled speed and it is provided with force or torque limitersthat prevent damage if a collision with the deiced surface occurs.

The dual proximity actuator also includes one emergency retractionactuator 304-E, which is based on compressed air stored in a pressurizedcontainer 309 located on dual proximity actuator or air-bag technologyor the like. The emergency retraction actuator is powerful enough tooverride eventual conflicting action from the slow proximity actuator.

On the base structure 302, proximity sensors 308 are attached in anumber as required to provide a fail-safe system. The proximity sensorsfeed an independent proximity logic unit 307 located at the fixed end ofthe dual proximity actuators.

The proximity logic unit 307 controls the dual proximity actuators 304,such that, when enabled by a centralized controller of the deicinginstallation 10, the slow proximity actuator 304-S moves the basestructure 302 to a predetermined distance from the surface to be deicedwhen the surface comes into a predetermined distance range fromproximity sensors 308 and the slow proximity actuators 304-S retract thebase structure from the deiced surface when proximity logic unit 307 isinstructed by the centralized controller of the deicing installation orwhen the deiced surface exits the a pre-determined range from proximitysensors.

The emergency retraction actuator 304-E is activated as soon as theproximity logic unit 307, based on its programmed logic, and on theinputs from the proximity sensors 308, gives special control signal toretract when there is a collision potential.

While the proximity units 301 have been presented in conjunction withtheir particular installation on the lower side of the modules 242, thesame principles apply for the inboard and outboard installation on themodules for deicing the side of the fuselage and the winglets, theinboard and the lower sides of the vertical fin structures 261 andvertical fin extensions 262 for deicing the top of the fuselage, thevertical fin and at least part of the horizontal stabilizer.

Proximity structures save deicing fluids and increase the deicing speed,but they add to the cost of the installation as well. Proximitystructures are not necessary efficient for deicing small surfaces of theairplane as the winglets, the side of the fuselage that is deiced by thefluid flowing from the top.

The almost vertical arrays of nozzles 611 (see FIG. 10) installed ondifferent sliding modules 242 are for deicing the winglets of theairplanes provided with deicing fluid. The first inner sliding module242-i is provided with arrays of nozzles 621 for deicing the fuselage asshown in FIG. 11 (B737)

General Considerations About the Distribution of the Nozzles

Clean/fully deiced aircraft is the requirement and it is understood thatsome nozzles must be installed in some positions even if they are usedonly for one type of aircraft. The architecture of the disclosedinstallation provides a wide and flexible platform such that nozzlescould cover the entire upper surface of any airplane intended to bedeiced by the installation 10.

Deicing of the lower side of an aircraft is sometimes required, morespecifically the lower surface (suction side) of the horizontalstabilizer. The installation disclosed herein is intended to work inconjunction with one or more self-guided vehicles that would spray thedeicing fluid upside on the lower surface to be deiced two such vehicles950 as shown in FIG. 2a , FIG. 3b , FIG. 4a and FIG. 5.

Shielding Device

High deicing speed is made possible by the disclosed installation 10:

-   -   by its contouring structure 100 that enables the simultaneous        deicing large surface—the extensive way,    -   by the proximity structure 300 formed totality of the        independently controlled proximity units 301 that increase the        speed by increasing the deicing efficiency—the efficiency way    -   by the shield device disclosed hereinafter, that increases the        deicing speed by the conservation of deicing fluids and their        heats and mechanical energy—the conservation way.

As is true for deicing technologies in general, the installationdisclosed by the present invention, the deicing trucks and the majorityof previous attempts to build a higher speed airplane ground deicinginstallation use/used deicing fluid and, as required, anti-stickingfluids dispensed to the surface of the airplane.

Deicing fluids are generally heated and there are three effects thatcontribute to deicing: chemical (hereinafter it will be referred as“chemical”, but it is rather a physical effect, just lowering themelting temperature of the frozen contamination by mixing it with a lowfreezing point fluid), thermal and mechanical.

The efficiency of the thermal and mechanical effects diminishes rapidlywith the distance in between the dispensing nozzle to the surface to bedeiced. The wind, a frequent factor on open spaces as runways,aggravates the losses and leads to loss of fluids as well.

Diminished deicing efficiency translates into longer deicing times,higher consumption of fluids, heat and pumping energy. Some designspropose to perform airplane deicing in partial enclosures, open ends,hangar-type constructions, but these never arrived to be widely used dueto related disadvantages.

The proximity units 301 disclosed by the present invention reduce thedistance from where the deicing fluids are dispensed and hence anincreased efficiency and deicing speed.

Additionally, the shielding device disclosed by the present inventionfurther increases the speed and efficiency of the deicing installation.

The shielding device maintains the chemical, thermal, and mechanicalefficiencies of the deicing jets by creating an enclosure, or a partialenclosure, that maintains a saturated atmosphere and a highertemperature that reduce the thermal losses and fluid losses. Theshielding device also prevents the deicing fluid being splashing awayfrom the needed areas when impulse jets are used.

The shielding device is particularly efficient under wind, common onopen spaces as runways; the shielding device prevents the convectiveheat loss and prevents the break of the impulse jets saving fluid andits mechanical energy.

An additional benefit provided by the shields is reducing theinterference of the strong jets with the visualization devices and theice detection and the proximity sensors used on the deicing installation10.

Exemplary shielding device are shown in FIG. 10. A plurality ofindividual shielding devices 401 arranged in a particular way form ashielding system 400 that protects an entire area.

FIG. 10 shows the shielding device 401 provided on the nozzle clusters601 installed on the proximity structure 301 that are attached throughtheir proximity actuators 304 to the modules 242 which are structuralcontouring members, part of the contouring structure 100.

The shielding device includes a support structure 402 which in FIG. 10is bolted to the base structure 302 of the proximity unit 301. Thesupport structure 402 is provided with an opening for the nozzle cluster601.

In FIG. 10, the support structure has two sides 403 extended with twoappropriately angled surfaces 404 to which the two shielding pieces 405are attached. The shield pieces are long such that they touch thesurface of the airplane, and they are attached in a position and at anangle such that not to obstruct the jets of the deicing fluids.

The shielding pieces are generally made of rubber-like material ofappropriate properties which is strong enough to withstand wind and softenough such that they are safe for the airframe they touch. Thepreferred embodiment uses variable, decreasing, stiffness from theirattached side towards the deiced surface.

The support structure is of a light weight, frangible construction as itworks in the proximity of the surface of the airplane.

Note that in FIG. 10 the shield devices 401 protect only two sides ofthe deicing jets as being the most economical solution for thatparticular application where the deicing clusters 601 are arranged inarrays. It is understood that the shield device can be tailored for anyparticular location.

The front shielding devices are provided also with two shielding pieces,but one of the shielding pieces 406 is shorter to prevent wiping off theanti-sticking fluid that is dispensed from that location.

The proximity units 301 shown in FIG. 10 are smaller size and each carryjust one cluster of nozzles. This is tailored to the particularsituation where following the curved contour of the wing is required.

However, the shields are applicable to entire arrays of nozzles as forthe ones used to deice the top of the fuselage on which straightstructures are used. One such location is the lower side of the verticalfin structures 261 and vertical fin extension 262 that could be seen inthe same FIG. 10.

FIG. 10 shows for simplicity only two rows of clusters of nozzles.However, in between the two rows several other rows could be installedas required by the prevailing type of frozen contamination on aparticular airport.

FIG. 10 also show how the shielding devices 401 protect areas beyondtheir shielding pieces 405. Once a raw of shielding devices 405 touchesthe wing, the warm boundary layer WBL (FIG. 10) formed by hot fluidapplied on the upper surface of the wing is protected and it will not beblown away by the wind. This improves both the fluid and energy usagebut it increases the speed as well.

About the Piping

The deicing installation is provided with several fluid and electricallines and installing these lines presents some challenges due to theflexibility of the architecture of the installation 10. Electric cables,hydraulic and pneumatic lines are less of challenge since they have asmaller cross section and they are therefore more flexible.

The deicing fluid and water lines have to accommodate a high mass flow,requiring large cross sections pipes that are more difficult tointegrate with the high flexibility architecture of the deicinginstallation 10.

For the largest flow portions, different figures of the installation 10show concentric, telescopic tubes, double vacuumed walls to prevent theloss of heat. This kind of construction allows the simultaneoustransmission of two or three types of fluid on pipes that could be bothextended and twisted in the same time. Piping and tubing are shownschematically in the following Figures: FIG. 3a (elements 801, 802 and803), FIG. 8a (elements 802 and 803), and FIG. 10, which showsconcentric telescopic pipes 803 provided at the ends with distributors804 that transition to rigid manifolds 805, 806 laid along the over-wingbeam to supply the deicing systems installed on the modules 242. Thesliding modules 242 are supplied from the manifolds by flexible hoses809, better shown in FIG. 8 a.

The Mobility Units

FIG. 17 shows an exemplary mobility unit 500-, in particular the rightmobility unit 500-R.

The primary role of the mobility units is to move the installation 10along the airplane during deicing mode. However, the mobility unitsdisclosed herein further distinguish themselves by the high mobilitythat enables the relatively large size deicing installation 10 to berelocated in a relatively short time while avoiding the obstaclesusually found on airports: e.g., structures, signage and object freezones.

The cabin-like enclosures 510- built on top of the mobility units 500-accommodate the operators and systems of power, control andcommunications, liquid management. The systems that may be distributedin the two enclosures 510- include, not necessarily limited to:

-   -   Combustion engines 511 to provide propulsion and the electric,        hydraulic and pneumatic energy, as needed during relocation.    -   Hydraulic power units 515 for driving the hydraulic actuators        used on the deicing installation 10.    -   Air compressor units 516 for driving the pneumatic actuators        used on the deicing installation 10 and for purging the deicing        and the anti-icing fluids and the water for the pipes. Preferred        embodiment provides also for dispensing the anti-sticking fluid        by compressed air. The anti-sticking are non-Newtonian fluids        and they include long molecules that could be broken by        aggressive pumping or by treacherous piping provided with        unsuitable valves, etc.    -   Electrical invertors 517 driving the electrical motors        controlling the configuration of the de-icing installation 10.    -   De-icing fluid buffer tanks 552 that allow the external supply        hoses 502 connecting to fixed supply pipes to be of smaller size        than the one that would be needed to supply the flow at its peak        demand, when spraying on the wings. The buffer tanks are        generally heated.    -   Deicing fluid storage tanks 551 optional for the airports opting        for using tanker-truck to supply the fluids instead of fixed        supply pipes. Storage tanks are normally larger than the buffer        tanks 552.    -   Pumps 553 for the deicing, water and for the anti-sticking        fluids.    -   Heating systems 554 for the deicing fluids in the buffer tanks        552 and/or for in-line fine tuning.    -   Configuration and operation control computers 555, recorders of        the ice detection sensors output (black box) 556.    -   Communication with ground control, with the flight crews and        with the deicing operating company 557.

During the deicing mode, a preferred embodiment of the presentdisclosure provides for electrical power supplied from the ground basedon cost/ecologic considerations.

Each mobility unit is supported by two steerable rolling units 570. Themobility units 500- are of elongated shape and the rolling units areplaced close to the ends of the mobility units for stability reasons.The mobility units 500- will be operated most of the time at essentiallyperpendicular position in respect to the horizontal structural beam 102,except for some maneuvers required during relocation. Note that duringthe relocation the horizontal structural beam 102 (not shown in FIG. 17)is at its lowest height and the over-wing beams 240 are secured parallelto the horizontal structural beam 102.

Each rolling unit 570 is provided with opposite crawlers or wheels 501(tracks shown). While rubber type wheels are a valid option, thepreferred embodiment provides for crawlers since crawlers' lower groundpressure allows relocation routes involving unpaved ground such as tominimize the impact on airport's operations.

The pair of crawlers or wheels on the rolling units will be calledherein after twins. The rolling units 570 could rotate around theirvertical centerline H-H+/−180° plus margin.

For installations riding on steel rails during deicing, the bearing 504(see FIG. 18) is blocked and the mobility units 500- cannot rotatearound their G-G centerline and they move in a synchronized along therails 704.

For preferred embodiments, which includes installation 10 riding ontarmac during deicing, the bearing 504 is never blocked and the mobilityunits 500- could rotate against the vertical centerline+/−90° plusmargin.

The steerable units are also provided with active suspension thatcompensate for uneven terrain as shown in FIG. 2 b.

Irrespective of whether the installation 10 rides on steel rails or ontarmac, all freedom degrees are coordinated by the position of theinstallation.

In a preferred embodiment, the motorized crawlers 501 shown in FIG. 18are driven by electric motors 593 (see also FIG. 2b ) supplied byinvertors/controllers 512. In a preferred embodiment, installation 10riding on tarmac in the deicing mode, the motor, the transmission andthe steering are used for both deicing and relocation.

In the embodiment where the installation 10 rides on steel track duringdeicing, the steel wheels 590 shown in FIG. 2b need dedicated motors.

The electric system is easier to control in both modes deicing andrelocation mode and it is easier to integrate with the steering in therelocation mode.

The disclosed configuration of the mobility units enables many differenttypes of maneuvering as shown in the FIGS. 18-22 and described hereinbelow. To name just a few: rotation against one vertical pole, rotatingagainst the central of the installation or against any axis, movingperpendicular or in line or at any angle in respect to the horizontalbeam, or practically any combination of translation-rotation.Additionally, the mobility units could be set at any angle from parallelto perpendicular to the horizontal structural beam as required by theavailable route.

The multiple degree of freedom of the disclosed mobility units 500-require a controlled or assisted steering. Even so, a safety featurethat protects the structural integrity of the installation 10 is stillrecommended—telemetry information fed to the steering computer ensuresthat the distance between the two vertical poles bearing means 504 (seeFIG. 3a and FIG. 18) remains constant irrespective to the type ofmaneuvering.

Many of the signage on an airport are low profile, and it is thereforerecommended that relocation is planned in advance and routes controlledby a high-precision GPS system according to the airport's GPS map.

The Operation of the Installation in the Deicing Mode.

While installation riding on steel rails is not the preferredembodiment, the operation of the installation will be first explainedfor this configuration because it is more complex.

During deicing operation mode, the mobility units 500- move theinstallation 10 (FIG. 4a ) from the front to the rear of the airplanebeing deiced at a speed synchronized with the position of the contouringstructure 100 and proximity structure 300 as controlled by the telemetryand proximity sensors. The general deicing speed is controlled byfeedback from the ice-detection sensors measuring the thickness of thesnow/ice and those sensors assessing the completion of the de-icing.Note that if the deicing on a surface is not complete, the deicinginstallation 10 reverses its direction and deice again that surface.

With general reference to FIG. 2a , the following description of anexemplary operation of the disclosed deicing installation 10 isprovided.

Cycle Start. The deicing cycle starts from the home position 901 locatedat a safe distance beyond the “Stop here for deicing” line 709. Themobility units 500- bring the installation with the horizontal beamstructure above the line 901.

Pre-Contouring. In order to save time, pre-contouring for the next typeof airplane in line for deicing, is generally performed while theinstallation 10 gets back to its home position 901 (FIG. 2a ) and itcould continue as needed while the next airplane taxies to the deicinglocation.

Pre-contouring means that the contouring structures 100 (shown in FIG.4a ) is already in the position corresponding to the next airplane inline as that airplane would be ideally positioned (on centerline and nocrabbing) plus safety distances to the theoretical contour of theairframe. The proximity structure 300 is retracted at this point.

The pre-contouring parameters include all freedom degrees No. 1 to No. 8shown in FIG. 4 b.

The installation is initially set for the height of the fuselage:Freedom degree No. 1 and the freedom degree No. 3 (the position of thevertical fin extension) and in the meantime it is set for the width ofthe fuselage together with height and position of the wing and of thewinglets. This involves freedom degree No. 4 of the downward verticalstructure 230, the Swept As and dihedral Ad angles, respectively,freedom degrees No. 6 and No. 7 (see FIGS. 5 and 6) and the position ofthe sliding modules 242 (freedom degree No. 8) that provides theclearance for winglets (CW) (see FIG. 6 and FIG. 11).

The vertical fin structures 261 are initially positioned (freedom degreeNo. 2-L and 2-R) for deicing the nose of the airplane.

Position Airplane. The airplane rolls and stops to the best ability ofthe pilots on the centerline with the nose of the airplane aligned toline 709 (FIG. 2a ).

Telemetry sensors (not shown) on the deicing installation acquire realairplane position data, its distance to the line 709, the position ofthe nose and of the vertical fin in respect to the centerline of thetaxiway 701, the actual height at the tip of the tail and at both tipsof the wings.

Reduce clearances. Based on the precise information above, the mobilitystructure is moved to new positions with reduced clearances to theairframe.

First proximity. The deicing installation 10 starts moving toward theairplane and stops in the nose deicing position. The proximity structuredeploys 301-3 (FIG. 12) and sends a signal to deice. The deicing startsand stops when the ice detection sensors send a signal “nose deicingcomplete”.

Deicing fuselage. Upon the retraction of the proximity structures 301-3,the deicing installation 10 starts to roll towards the tail of theairplane while spraying deicing fluid and dispensing anti-sticking fluidfrom the nozzles installed on the proximity structures 301-2, 301-3,301-4 (FIG. 12) installed on the lower side of the vertical finstructures 261 and on vertical fin extensions 262.

The side of the fuselage is deiced by nozzles 621 (FIG. 11) installed onthe inner side of the inner modules 242-i

The rolling speed of the installation is controlled by the ice detectionsensors (not shown). Spraying could be stopped from time to time asneeded to assess the quality of the deicing if the information from theice detection sensors is biased by the sprayed fluid.

Deicing the wings. Deicing the fuselage continues as described abovewhile deicing the wings as shown in FIGS. 13 and 14.

While the modules 242 gets above the wings, the proximity structures 301(FIG. 10) are lowered to the predetermined proximity to the wings. Theproximity structures are independent, smaller units and therefore theycould follow the contour of the wing even for cambered wings. Speed iscontrolled by ice detection sensors and it is expected that speed to beslower as already explained.

Deicing the fuselage continues uninterrupted after deicing the wings.

Deicing the vertical fin. The height of the horizontal structural beam102 is adjusted. Freedom degree No. 1 by the poles 110 to the fin heightplus safety clearance at some safety distance before reaching the fin.The vertical fin is deiced by the deicing systems 680 installed on theinboard side of the vertical fin structure 261 and vertical finextension 262 show in FIG. 15.

For T tail, high mounted horizontal stabilizers (FIG. 16), the deicinginstallation stops rolling at a safe distance before the vertical finextensions 262 reach the stabilizer to allow time for deicing thevertical fin by the deicing systems 680 installed on the inboard of thevertical fin extension structure 262. The deicing installation continuesto roll after the vertical find extension structure 262 is raised(freedom degree No. 3) at a height to clear the horizontal stabilizer.

Deicing the horizontal stabilizer. The inboard portion of the horizontalstabilizers are deiced by the proximity structures 301-3 shown in FIG.12 installed on the lower side of the vertical fin extensions 262. Thehorizontal stabilizers of the small airplanes including T tails aredeiced entirely by the nozzles installed on the proximity units 301-2and 301-3.

Before the modules 242 reach the stabilizer their height is adjusted fordeicing the outer portion of the stabilizers. This is done by theproximity modules 301-1 installed on the first inboard modules 242-i(FIG. 7).

Deicing completed. When deicing is completed the deicing installation 10will notify the pilots that the airplane is clear to leave the deicingpad—signal panels, or radio or both.

Return to the home position. Sensors installed on the deicinginstallation 10 will control the motion during the return to the homeposition 901 (FIG. 2a ) While speed is of essence, the installationkeeps a safe distance behind the deiced airplane. While returning to thehome position 901, the contorting structures 100 will start to move tothe pre-contouring configuration corresponding to the next airplane inline.

Automatically remotely controlled vehicles are indicated as a potentialmeans to perform deicing of the lower side of the airplane. When this isrequired, it is especially for the lower side of the horizontalstabilizers. (see FIG. 2a , FIG. 3b , FIG. 4a and FIG. 5) show suchvehicles 950.

The Operation of the Installation During Relocation Mode.

Moving large and heavy pieces of equipment on an airport is a challengedue to the strict safety regulations, due to the cost of each disruptionof airport's operations and to the fact that taxiways and runways aresurrounded by numerous airport-specific signs and lighting.

Therefore, moving the deicing installation 10 over unpaved ground isdesirable and hence the preferred embodiment provides for crawlers.

There are four basic relocation-related requirements: ground pressureappropriate for unpaved ground, maximum mobility, self-propelled andcomputer/GPS control as required by its multiple degrees of freedom.

FIG. 18 to FIG. 22 illustrate the operation of the installation duringthe relocation mode.

For all practical reasons, before starting any relocation procedure, thedeicing installation 10 is brought to the lowest height by lowering thepoles 110 to their minimum height and lowering the downward verticalstructures 230 to the lowest position that allows the rotation of themobility units 500- without interfering with the modules 242 and theproximity units 301.

Also advisable: locking the over-wing beams 240 among themselves and tothe vertical poles 110 and allowing a slight mobility in between thevertical poles and the horizontal structural beam. This position isbetter seen in FIG. 19.

FIG. 18 shows the deicing installation 10 after it leaves the deicingarea moving to the left of the picture and turning counterclockwise inorder to clear the taxiway 701.

In sequence, the bearing 504 is unlocked, the inner and outer(inner/outer is meant in respect to the centerline Gb-Gb) twin trucks501 of each crawler unit 570 of the mobility unit 500-L are rotated inan opposite directions until the rolling units 570 turn around their H-Haxis to positions that would be tangent to a circle centered on the axisGb-Gb. Then, mobility unit 500-L starts moving the deicing installation10 in the counterclockwise direction CCW, the speeds of the twincrawlers 501 being proportional to the radii to the Gb-Gb axis until theinstallation turn the full 90 degrees (FIG. 19) or whatever angle isnecessary.

FIG. 20 shows how the mobility unit 500-L is reoriented to becomeparallel to the horizontal structural beam 102. In sequence: after thedeicing installation 10 rotates 90 degrees (FIG. 18), the twin crawlers501 of the each rolling unit 570 start rotating in opposite directionsuntil the rolling units 570 rotate 90 degrees around their centerlinesH-H. Once in this position, the twin crawlers 501 of each rolling unit570 start to move in the same direction with a speed proportional to theradii from the centerline Ga-Ga, but the twin crawlers 501 of the tworolling units 570 move in opposite direction such that the mobility unit500-L rotates around its centerline Ga-Ga until it become parallel tothe horizontal structural beam 102.

FIG. 21 shows that practically any maneuver possible, while FIG. 22shows the installation moving on clear ground.

FIGS. 18-22 show only some maneuvering possibilities offered by themobility-related architecture of the deicing installation 10. The samefigures also demonstrate that steering is ideally computerized and it ishighly recommended that for each airport the relocation routes from onerunway to another and to the parking pad need to be pre-defined andpre-programmed to be controlled by GPS.

Since a de-synchronization in between the mobility units 500- (even ifsteering is computerized) could put a large load on the horizontal beam102, and on its junctions with the vertical poles 110, one controlsystem based on a telemeter is recommended.

Alterative Embodiments

It is understood that many versions of deicing installations could beproduced starting from the general principles and systems disclosed bythe present invention. The most obvious would be the simplifiedversions. Numerous simplified versions can be produced stating from thepreferred embodiment and it is just a matter of needs-price-performanceanalysis and preferences.

Some airports absolutely need the highest speed and accommodate thelargest airplanes while some others, for a lower acquisition cost, wouldeasily accept a longer deicing time, while maintaining efficiency. Someothers would accept even lower efficiencies.

Some airports would prefer a relocatable installation while some otherswould prefer two installations as those major airports having only tworunways.

Some simplified versions of the disclosed embodiments include:

-   -   a) An installation like the disclosed installations, but with        the freedom degree No. 6 suspended. This configuration could        achieve almost the same level of efficiency, but at a lower        speed since swept wings will be deiced progressively and not        massively as could be inferred for example from FIG. 2 f.    -   b) An installation like a) but without the freedom degree No. 7;        the angle of the over-wing beam 242 being in this case fixed at        an average dihedral angle which would give an acceptable        compromise to most types of the airplanes.

Related to the angular adjusting unit, it is also understood that, if anangular adjusting unit is provided, this could be installed in adifferent position like at the top of downward vertical structures 230,or even it could be split into two pieces, one adjusting the angle Ad,the other adjusting the angle As without departing from the functionsdefined by the present invention.

-   -   c) Another derivative would be to cancel the freedom degree No.        1, i.e., the adjustable height capability This would be        acceptable for some airports with a limited number of types of        aircrafts.    -   d) Cancel the freedom degree No. 2; vertical fin structures        attached in a fixed position on the horizontal structural beam        is a simpler, lighter and less expensive construction, and it        will work better for the embodiments of installation 10 riding        on tarmac. However, clearances need to be increased        substantially in the case of installation 10 riding on mental        rails since off-centerline and/or crabbing airplanes need to be        accommodated.    -   e) Cancel the freedom degree No. 4, the lateral inboard-outboard        mobility of the downward vertical structures. This could be        achieved with some loss of speed and without substantial loss of        efficiency. Different fuselage sizes are to be accommodated by        freedom degree No. 6 (swept angle).    -   f) An installation as the preferred embodiment 10 but without        the proximity structure 300. In such alternative embodiment, the        nozzles and the proximity and ice detection sensors will be        installed directly on the structural contouring members 200.        Acquisition cost will be lower but the efficiency will be lower        too.

Thus, as is apparent from the discussion set forth above, the presentinvention is susceptible to many modifications, revisions, refinementsand enhancements, without departing from the scope or spirit of thepresent disclosure. Accordingly, the present disclosure expresslyencompasses all such modifications, revisions, refinements andenhancements as will be readily apparent to persons skilled in the art,based on the detailed description provided herein.

1. A system for deicing a plurality of airplanes having differing outer configurations, the system comprising: a. first and second mobility units adapted for independent movement relative to an airplane positioned for deicing treatment; b. first and second vertical elements extending upward relative to the first and second mobility units, respectively; c. a horizontal beam structure extending between the first and second and vertical elements; d. a plurality of downwardly extending vertical structures that are mounted with respect to the horizontal beam structure between the first and second vertical elements; e. at least one proximity structure mounted with respect to each of the plurality of downwardly extending vertical structures; and f. a plurality of nozzles mounted with respect to each of the proximity structures; wherein the at least one proximity structure includes a degree of freedom whereby the relative positioning of the at least one proximity structure is adjusted based upon the outer configuration of the airplane.
 2. The system according to claim 1, wherein the first and second mobility units include a degree of freedom whereby the relative positioning of the at least one proximity structure is adjusted based on the positioning of the airplane for deicing.
 3. The system according to claim 1, wherein the at least one proximity structure is adapted to travel on a rail.
 4. The system according to claim 1, wherein the first and second mobility units include elements that permit travel on a tarmac.
 5. The system according to claim 1, wherein the first and second vertical elements include a degree of freedom whereby the relative positioning of the at least one proximity structure is adjusted based on at least one of (i) the outer configuration of the airplane, and (ii) the relative positioning of the first and second mobility units relative to the longitudinal axis of the airplane.
 6. The system according to claim 1, wherein the plurality of downwardly extending vertical structures include a degree of freedom whereby the relative positioning of the at least one proximity structure is adjusted based on at least one of (i) the outer configuration of the airplane, and (ii) the relative positioning of the first and second mobility units relative to the longitudinal axis of the airplane.
 7. The system according to claim 1, wherein the at least one proximity structure includes the plurality of nozzles arranged in an array.
 8. The system according to claim 1, wherein the at least one proximity structure includes shielding devices that function to control dissipation of deicing fluid delivered from the plurality of nozzles.
 9. The system according to claim 8, wherein the shielding devices extend downward and contact the surface of the airplane during deicing operations.
 10. The system according to claim 1, wherein the at least one proximity structure includes contouring structure, and wherein the contouring structure provides a platform for mounting of the plurality of nozzles.
 11. The system according to claim 10, wherein a plurality of contouring structures are provided, wherein the contouring structures are mechanically interconnected and wherein the relative positions of the interconnected contouring structures is adjustable based on at least one of (i) the outer configuration of the airplane, and (ii) the relative positioning of the at least one proximity structure relative to the longitudinal axis of the airplane.
 12. The system according to claim 1, further comprising actuators for controlling relative movement of (i) the first and second vertical elements; (ii) the plurality of downwardly extending vertical structures, and (iii) the at least one proximity structure.
 13. The system according to claim 1, further comprising first and second vertical fin structures mounted with respect to the horizontal beam structure.
 14. The system according to claim 13, wherein the first and second vertical fin structures include a degree of freedom that is adjustable based on at least one of (i) the outer configuration of the airplane, and (ii) the relative positioning of the first and second mobility units relative to the longitudinal axis of the airplane.
 15. The system according to claim 13, wherein the first and second vertical fin structures include vertical fin extensions that are controlled by actuators that adjust positioning based on at least one of (i) the outer configuration of the airplane, and (ii) the relative positioning of the first and second mobility units relative to the longitudinal axis of the airplane.
 16. A method for deicing a plurality of airplanes having differing outer configurations, the method comprising: a. providing a deicing installation that includes (i) first and second mobility units adapted for independent movement relative to an airplane positioned for deicing treatment; (ii) first and second vertical elements extending upward relative to the first and second mobility units, respectively; (iii) a horizontal beam structure extending between the first and second and vertical elements; (iv) a plurality of downwardly extending vertical structures that are mounted with respect to the horizontal beam structure between the first and second vertical elements; (v) at least one proximity structure mounted with respect to each of the plurality of downwardly extending vertical structures; and (vi) a plurality of nozzles mounted with respect to each of the proximity structures; b. positioning a first airplane characterized by a first outer configuration in proximity to the deicing installation; and c. advancing the first and second mobility units longitudinally relative to the first airplane; and d. delivering deicing fluid to the surface of the first airplane from the plurality of nozzles, wherein the at least one proximity structure includes a degree of freedom whereby the relative positioning of the at least one proximity structure is adjusted based upon the outer configuration of the first airplane.
 17. The method of claim 16, wherein the first and second mobility units are repositioned so as to accommodate the positioning of the first airplane relative to a centerline defined on the tarmac.
 18. The method of claim 16, further comprising returning the first and second mobility units to an initial position at the conclusion of the deicing operation.
 19. The method of claim 18, further comprising repeating the recited steps with respect to a second airplane characterized by a second outer configuration that is different than the first outer configuration that is positioned in proximity to the deicing installation.
 20. The method of claim 16, further comprising repositioning the deicing installation by navigating a travel route with the first and second mobility units. 